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SatoruRyu
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@Engineer-Poet The greatest part of the Siemens E-highway is patents are expired so mass adoption of this would be significantly cheaper as competition exists without the need to license the usage of said tech. Another interesting aspect I would love to see data for are the safety increase, power production, and increased lifespan of brakes on E-highway going downhill in mountainous terrain.
@SJC Yea, a fully drained Tesla would still need 37.5 minutes to charge at 120KW which is what Tesla superchargers output. When bumped up to 400KW charging rate it would require 11.2 minutes which the battery isn't even capable of handling without sacrificing degradation. Considering a Model 3 battery is 375 volts 400KW charge rate requires 1,066 amps necessitating a giant radiator or a cooling fan that sounds like a jet engine.
@Engineer-Poet I'd love to see how these systems interact with crosswinds, low bridges, trees not pruned, changing road weight limits, unbalanced load, or improperly secured load. These trucks even if fully autonomous will be required stopping into weigh and / or inspections stations that will mandate the vehicle be parked till fixed on site or closest station. Whether it be cracked rim, wobbling (curb checked) trailer wheels, wheel chains for snow, or lights / lenses. The last two are normally capable to be remedied or jerry rigged on site. The other aspect I'd love to know is what the AI protocol is for deer or other animals on the road. IMO, it's wiser to hit the deer or soft avoidance within reason vs jack knifing, rollover, or hitting a tree. As object that can move when hit will produce less damage to the truck while an immobile tree can easily completely disable the vehicle.
Bragging about 0-60 times for a god damn semi truck is retarded as it disregards the safety of the cargo being subjected to such jarring forces. Just as I own a gas and diesel box truck I purposely accelerate at relatively the same speed to protect the contents of my cargo and securing devices. In regards to range how will stop and go traffic, high heat, or extreme cold affect range which are unavoidable facts of life. I'd support a hybrid semi-truck before full blown EV as you get the benefit of peace of mind regardless of human operated. As a broken charger station or line for "refueling" means my shipment is late which in a perishable or live animal cargo situation will be costly.
@Engineer-Poet I'll openly concede it was an error on that specific portion but the math on all other portions is proper. I should have honestly listed it in joules yet I wanted it more easily digestible by the common man.
@HarveyD Just buy w/e floats your boat for the mean time as the pricing of 1st gen of any tech is usually over priced to recoup the R&D, patents, and licensing. Once the patents expire things become cheaper for everyone just as the Prius hybrid patents expired leading to every manufacturer to offer their own Prius style CVT/MG hybrid variants. IMO, purchase one of those next gen hybrids / EV's when they go off-lease just as many did when the Chevrolet Volt for a steal of a deal. Typically $10K - $15K savings vs new then also factor in do you even pay enough taxes to honestly offset the tax credit on top of the vastly higher insurance / property tax costs of a new vehicle. As to the tech of charging a 500 mile range vehicle I'm wary of the vast improvements needed to support such high KVA demand. Using the Tesla Model 3 (long range model) having a 74 kilowatt hr battery pack with a range of 310 miles = 238.7 watts per mile. So 238.7 x 500 = 119KW battery which a hypothetical 50% SOC to 100% in 1 minute would require 60 kilowatt hours of electicity done within 1 minute. Meaning 60KW x 60 minutes = 3.580 megawatts / min worth of energy to fill up a 60 kilowatt hour capacity in one minute. Even if it's 75% to 100% thats still 1.79 megawatts / min. So shouldn't we be asking the power providers how much it will cost to handle spurattic massive energy demand spikes without causing brownouts which could damage electronic equipment?
This design is to complex to bring down to reasonable price point to even entice consumers to purchase vehicles with said system. Simplicity would be a rotary design using tested and tried existing designs like a scroll expander (1) or engineair (2) which I'll openly concede the second option won't be cost effective till his patents expire. Also, his motor design flaw is that it's using compressed air tanks which NOVEC 7200 or Vertrel SDG could be more ideal for waste heat recovery on EV's or traditional ICE's. (1) https://www.youtube.com/watch?v=ZQDshN_5VkU - AirSquared (2) http://www.engineair.com.au Nobody wanted to pay Honda royalties to use their VTEC variable valve timing and now that their patents are expired every manufacturer has them. Nobody wanted to use Toyota's prius hybrid design but government forced them by threatening to bar sales in California if they didn't meet X hybrid targets. Just as Ford didn't want to pay the designer of the intermittent wiper motor which they even made a movie about it named, "Flash of Genius."
**correction last paragraph** Which 2 - 8 on exact same wiring is the most rational step to your far fetched dream of devastating the oil industry.
@Engineer-Poet While your theory sounds plausible it would still be limited by the circuit breaker panel amperage rating. Which the average traditional (HPS, MH, or Mercury) parking lot street light varies from 250 watts - 400 watts. So let's say there are 10 lights for simplicity x avg of 325 watts = 3250 total wattage. Now level 1 charging being 16 amps x 120 v = 1920 watts essentially allows only 1 vehicle to be charged. With minimal cost utilizing the exact god damn wire swapping the circuit breaker from 120v to 220v would be labor + ~$100 breaker allowing two vehicles to be charged in this scenario. While they are already tapping the light pole to install a charging port hub they install a step down transformer back down to 120V to the remaining lights branched from the 1st circuit. To further mitigate wiring costs the charging hub would have to limit amperage during night to negate total amperage draw on circuit which should easily be within margin by swapping the bulbs to LED's. Granted I'll openly concede parking lots typically have more than 10 lights in their parking lot meaning theoretically 2 - 4 could be on one circuit. Yet, it will be far cry from your proposed oil consumption reduction. Which 2 - 8 on exact same breaker panel circuit is the most rational pathway to your dream.
@Engineer-Poet Expanding of level 1 charging is moot as I can with 100% confidence say the wires and labor installation costs are exactly the same. While the hubs might be different pricing I'd call it artificially inflated considering you could use them interchangeably as long as you didn't exceed amperage rating for the device.
@kalendjay You are naive and are being anti-science in your ideology while using junk science to support your claim. "drive train burnout of lubricating fluid that we see so often among those old tractor trailers on my turnpike." Those engines easily last 500K miles - 1 million miles before an absolute teardown. So until you show me an EV tractor trailer single battery pack that lasts that long you are pushing pipe dream economics claiming to be climate science. Even with short hauling distances utilizing "quick charge DC systems" typically degrades a battery which even Nissan discourages doing so. As higher amp charging current = more heat = more resistance = faster degradation. When it comes to battery long term lifespan is depth of discharge per cycle hence why the Chevrolet Volt outlast full blown EV battery long term life span. Also, consider they cap charging to level 2 charging systems meaning a 3-4 hour empty to full charge.
@Clif Jacobs Based upon this quoted text I'd speculate bio-gasoline "Similarly, a 5% bio-blend is assumed in gasoline for consistency, using the EU average shares taken from ePure: corn (38%), wheat (37%), sugars (14%), etc."
This study is rubbish as diesel engines outlast gasoline engines twice as long for a multitude of reasons. Diesel is a lubricant as opposed to gasoline being a solvent, cooler combustion temperature, and simply built stronger as they are still use iron blocks. In comparison to a pure battery electric vehicle you'd have to replace the batteries about halfway of a diesels lifespan needing rebuilding. In a range extender EV such as Chevrolet Volt the battery will last longer with out having to go out of your way to stay to strict depth of charge habits.
@Engineer-Poet I won't even deny if the entire purpose is engine noise and emissions out of urban areas but the first is a moot point. The second I'll concede it has some validity. In regards to charging.. how fast it charges is sorta semantics where the real issue is can our grid as is handle the extra terawatts of electrical demand. We'll use Port of Los Angles as an example which according to article linked below has 14,000 short haul trucks. Let's assume 50% of them are electric meaning 7,000. http://www.scpr.org/news/2015/06/02/52126/for-truck-drivers-at-the-ports-of-los-angeles-and/ 7,000 x 140KW = 980,000 KW which is almost a terawatt just for the Port of Los Angles! Now I won't deny they won't be charging all at the same time but massive load demands unexpected will cause an electrical brownout from usage spikes. What we can expect is from 4AM - 9PM having heavy spikes as ports, store receiving, warehouses, and misc expect these trucks to arrive. Some of the single power plants in California don't even produce that much power. Having gas turbines idling just for these spikes simply isn't practical as they have a sweet spot for emissions, durability, and efficiency. Like I said earlier.. if we expanded **thorium** nuclear power this wouldn't be so much of an issue. https://en.wikipedia.org/wiki/List_of_power_stations_in_California
@Engineer-Poet While on paper it seems plausible for considerable charging but disregards real world challenges of how many dock access bays stores have, grid capabilities during peak hours, and unrealistic range. I've lived the vendor life delivering to stores which is organized chaos to get dock access within a set small delivery window. In many cases access capped to 30 mins which even a 10% charge in that time frame would require a 480 volt 58.3 amp being 27.8 KW load. That's not even accounting for efficiency losses / battery cooling while charging so I'd say 31 - 32 KW all in all. Making amp load 65.6 which isn't necessarily absurd alone. Yet, multiply this by 32 EV semi's then you have a 1 megawatt load. Renewable energy wouldn't be sufficiently reliable to manage this peak extra multi terrawatt load nationally during peak hours. If we had a larger *thorium* nuclear baseline dependable energy source this would be a feasible concept. As to range.. why not use a range extender hybrid generator engine just as Wrightspeed trucks does or full on hybrid design just as HINO (Toyota commercial vehicles) currently does. Granted the Hino 195H is geared towards medium duty the concept scaling up is relatively common sense https://www.wrightspeed.com/ http://www.hino.com/hino-trucks-hino-195h.html
While an interesting and undeniable improvement some real world conflicts in reality.. 1) Drop and hook being common practice. Which is all about minimization of driver down time of loading / unloading that can add 1-3 hours cutting into legally allowed time on road. Where after a period of time of combined idle break time / driving a mandatory sleeping period of 10 hours MUST happen mandated by law. In theory you could mandate all trailers must be of such aerodynamic design yet the side skirts must accommodate shifting of 5th wheel forward or backward to balance the load to minimize road damage and / or handling. 2) The side skirts appear to be fully solid and ideally should be at most 75% solid with the remainder lower portion being a rubber or hinged design to mitigate curb damage or excessive road humps such as around railroad crossings. While it might make it across the tracks it could potentially destructively detach popping their tires and leaving a sizable portion of debris for a train and general civilian traffic. 3) The trucking industry itself is more than willing to edge out better mpg that mandating it isn't fully necessary as fuel is the second largest expense on a cost per mile basis. What an engineer thinks is ideal never accounts for what the person driving or repairing it has to encounter. Time off for repairs means increased costs in labor (highest expense per mile) and potential client contract violations where payment could be reduced. Yes, they could outsource to final leg of travel to another driver within company or other company completely. Yet, for the downed driver majority get paid by the mile so he'll be taking the financial hit along with the company diverting funds to accommodate the disruption of service. http://www.rtsfinancial.com/guides/trucking-calculations-formulas To clarify, I'm not against all this but we must be realistic on how to properly introduce technology that is reliable and safe.
People need to stop bashing diesels as they their long term durability exceeds gassers 2-4 times longer. If half the emissions are produced simply manufacturing the vehicle tilting things in favor of diesel. Which the emissions mainly from acceleration can easily be negated via hybridization or dual fuel cng system capable of supplying 70% cng / 30% diesel. Where the later is most ideal combo being that diesel itself is a lubricant while gas "washes" the cylinders. Hence, gasoline being the most potent solvent in machine shops.
@Change How is solar power gonna charge the majority of EVs at night time? Wind is variable and simply not consistent across the globe. Both of these require some means of energy storage which adds to costs which ever never accounted. Then factor in natural weather events damaging wind or solar equipment makes the costs higher in respect to long term return on investment calculations. As a realistic environmentalist myself.. the most logical approach would be thorium based nuclear power which is 100 year hazardous waste lifespan vs 10,000 year lifespan. Which can even recycle spent uranium / plutonium fuel to mitigate energy input required to sustain thorium nuclear reactions. Existing power plants can utilize thorium yet are burdened by regulatory hurdles and propaganda pushed by zombie environmentalists.
As someone who has driven these class of trucks the downside of such systems is the amount of vibration and jarring bumps the electronics will be subjected effecting durability. Bumps on highways that hardly effect cars can dramatically effect trucks amazingly different. Enough to hurl a 200 lb person from their seat into the roof. I only see hybridization durable if suspension upgrades follow suit which will price out justification doing so. On an Isuzu NPR truck the gas vs diesel price gap is 8K as we speak and doesn't even include the extra ownership repair costs. Diesel exhaust fluid, diesel particulate filter, and rubbish American diesel fuel quality. One bad fuel up can destroy my injector pump (4k) and have to pull injectors to clean up possibly.
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Apr 8, 2016